Dock door automation system and method

ABSTRACT

A system and method are provided for automated engaging of a truck trailer at a loading dock. Sensors measure a distance and an angle of alignment between the incoming trailer and a wall of the loading dock. An outside lighting system guides a truck driver backing the trailer toward the dock door. A vehicle restraint system fixates the trailer within the loading dock in response to signals from the sensors. An overhead dock door opens once the trailer is successfully fixated by the vehicle restraint system. A dock leveler deploys after the overhead dock door opens. An inside dock light indicates to dock personnel that the trailer is ready to be serviced. Once servicing of the trailer is finished, an automated release of the trailer from the loading dock may be initiated by PLC communication.

PRIORITY

This application claims the benefit of and priority to U.S. ProvisionalApplication, entitled “Dock Door Automation System and Method,” filed onSep. 17, 2014 and having application Ser. No. 62/051,632.

FIELD

The field of the present disclosure generally relates to docking trucktrailers. More particularly, the field of the present disclosure relatesto a system and a method for automated engaging and disengaging of atruck trailer at a loading dock.

BACKGROUND

A loading dock or loading bay is an area of a building where productsand goods are loaded and unloaded. Loading docks suitable for trucktrailers are commonly found on commercial buildings, industrialbuildings, and warehouses for delivery and shipping of equipment,products, and goods. Shipping plants and distribution centers typicallyhave a multiplicity of loading docks, and service a continual stream ofincoming and outgoing trucks. A conventional shipping process utilizedby many shipping plants and distribution centers requires a dockcoordinator or a forklift operator to manually open each dock door foran incoming trailer and then use a dock commander control system toengage a vehicle restraint and dock leveler.

What is needed is a system and method whereby theengagement/disengagement process of a whole set of dock equipment isautomated, including at least the dock door, the vehicle restraint, thedock leveler, and trailer positioning and alignment. It is envisionedthat a shipping clerk, stationed at a front gate or security post, wouldbe able to engage dock positions remotely while assigning dock doors toincoming trucks. Preferably, the dock door would open automatically oncea trailer is properly aligned at the dock, and then the vehiclerestraint and dock leveler would engage automatically once the dock dooropens fully. It is further envisioned that forklift operators coulddisengage the dock equipment and release each trailer by simply pushinga Programmable Logic Controller (PLC). Once the trailer is disengaged,the dock position would then appear available to the shipping clerk.

SUMMARY

A system and a method are provided for servicing a truck trailer at adocking bay. The system comprises a programmable logic controller (PLC)system configured to operate the docking bay to accept, secure, andrelease the truck trailer. A first sensor and a second sensor areconfigured to detect an angle between a centerline of the docking bayand the truck trailer during backing into the docking bay. At least athird and fourth sensors are configured to detect a distance between awall of the docking bay and the truck trailer. An outside lightingsystem is in communication with the PLC system and configured to providefeedback to a truck driver during backing of the truck trailer into thedocking bay. The outside lighting system is configured to operate inresponse to signals passed from the sensors to the PLC system. A vehiclerestraint system is in communication with the PLC system and configuredto engage the truck trailer. An overhead door is configured to be openedby the PLC system once the trailer is engaged by the vehicle restraintsystem. A dock leveler is configured to be deployed by the PLC systemafter the overhead door is open. An inside dock light in communicationwith the PLC system is configured to indicate a status of the trucktrailer to dock personnel.

In an exemplary embodiment, a system for servicing a truck trailer at adocking bay comprises a programmable logic controller (PLC) systemconfigured to operate the docking bay to accept, secure, and release thetruck trailer; at least a first sensor and a second sensor to detect anangle between a centerline of the docking bay and the truck trailerduring backing into the docking bay; at least a third and fourth sensorsto detect a distance between a wall of the docking bay and a rearmostportion of the truck trailer; an outside lighting system incommunication with the PLC system and configured to provide feedback toa truck driver during backing the truck trailer into the docking bay,the lighting system configured to operate in response to signals fromthe first, second, third, and fourth sensors; a vehicle restraint systemin communication with the PLC system and configured to fixate the trucktrailer within the docking bay; an overhead door in communication withthe PLC system and configured to open once the trailer is fixated by thevehicle restraint system; a dock leveler in communication with the PLCsystem and configured to deploy after the overhead door opens; and aninside dock light in communication with the PLC system and configured toindicate a status of the truck trailer to dock personnel.

In another exemplary embodiment, the first sensor and the second sensorare positioned with a substantially equivalent distance from a dockcenterline and a substantially equal height above the top of a dockshelter. In another exemplary embodiment, each of the first sensor andthe second sensor comprises two sensors positioned adjacent to oneanother, such that the sensors have a substantially equal height abovethe top of the shelter, the two sensors being oriented vertically so asto detect the presence of a top of the truck trailer. In anotherexemplary embodiment, the two sensors are laser guided vehicle (LGV)sensors.

In another exemplary embodiment, the third and fourth sensors furthercomprise a first sensor and a second sensor located below the floor ofthe docking bay. In another exemplary embodiment, the first and secondsensors are LGV sensors. In another exemplary embodiment, the vehiclerestraint system engages the truck trailer following a time delay afterthe truck trailer is sufficiently positioned within the docking bay. Inanother exemplary embodiment, once the vehicle restraint system engagesthe truck trailer, the overhead door is opened and the dock leveler isdeployed. In another exemplary embodiment, the PLC system is configuredto switch to an Alarm Mode and flash the outside signal lights and theinside dock light red and green simultaneously to indicate a fault whenthe vehicle restraint system fails to properly engage the truck trailer.

In another exemplary embodiment, the outside lighting system comprisesoutside signal lights configured to indicate to the driver when to movethe truck trailer during backing into and exiting the docking bay. Inanother exemplary embodiment, the outside signal lights flash green toindicate to the truck driver that the docking bay is ready to receivethe truck trailer, and wherein the inside dock light flashes red toindicate to dock personnel that the trailer is not yet ready forservicing. In another exemplary embodiment, the outside signal lightsswitch from greed to red to indicate to the truck driver to stop backingthe trailer into the docking bay once the truck trailer is sufficientlyaligned and centered within the docking bay.

In another exemplary embodiment, the outside lighting system comprisesdirectional arrow lights configured to help the driver to properlyorient the truck trailer with respect to the centerline of the dockingbay, and wherein a passenger side and a driver side of the directionalarrow lights communicate to the driver directions to steer the trailer.In another exemplary embodiment, the directional arrow lights remain offwhile the truck trailer is properly aligned with the centerline. Inanother exemplary embodiment, either the passenger side or the driverside of the directional arrow lights illuminate with a steady yellowcolor when the trailer is not properly aligned with the centerline. Inanother exemplary embodiment, either the passenger side or driver sideof the directional arrow lights flash yellow when the trailer has animproper offset angle relative to the centerline of the docking bay.

In an exemplary embodiment, a method for providing an automated dockingbay comprises positioning one or more sensors to detect an orientationof a truck trailer and the docking bay; coupling a programmable logiccontroller (PLC) system with the one or more sensors; configuring thePLC system to signal a truck driver in response to orientation datareceived from the one or more sensors; placing the PLC system incommunication with a vehicle restraint system, such that the PLC systemcauses the vehicle restraint system to engage and fixate the trucktrailer in response to the orientation data; configuring the PLC systemto raise an overhead door and deploy a dock leveler once the vehiclerestraint system fixates the truck trailer; and configuring the PLCsystem to indicate a status of the truck trailer to dock personnel.

In another exemplary embodiment, positioning one or more sensorscomprises deploying at least a first sensor and a second sensor so as todetect at least one angle of an alignment of the truck trailer relativeto a centerline of the docking bay, and deploying at least one sensor todetect a distance between a wall of the docking bay and a rearmostportion of the truck trailer. In another exemplary embodiment,configuring the PLC system to signal the truck driver comprisesimplementing outside signal lights whereby the PLC system may direct thedriver during backing into and exiting the docking bay. In anotherexemplary embodiment, configuring the PLC system to deploy the dockleveler comprises receiving signals from at least one of the one or moresensors so as to determine that the dock leveler is clear of obstructionbefore deployment thereof.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 is a plan view of an exemplary embodiment of a truck trailerdocking bay according to the present disclosure;

FIG. 1A illustrates a close-up view of sensors incorporated into theexemplary embodiment of the truck trailer docking bay illustrated inFIG. 1, according to the present disclosure;

FIG. 2 is an isometric view of an exemplary embodiment of a trucktrailer docking bay in accordance with the present disclosure;

FIG. 3 illustrates a top view of an exemplary embodiment of multiplesensors being used to align a truck trailer and trigger an engagement ofdock equipment, according to the present invention;

FIG. 4 is a schematic illustrating an exemplary embodiment of a workflowmethod utilizing fully automated dock equipment incorporated into atruck trailer docking bay in accordance with the present invention;

FIG. 5 is a table illustrating a multiplicity of certain parameterspertaining to aligning a truck trailer at a dock, according to thepresent disclosure; and

FIG. 6 is a table illustrating a multiplicity of certain dimensionspertaining to aligning a truck trailer at a dock in accordance with thepresent disclosure.

While the present disclosure is subject to various modifications andalternative forms, specific embodiments thereof have been shown by wayof example in the drawings and will herein be described in detail. Theinvention should be understood to not be limited to the particular formsdisclosed, but on the contrary, the intention is to cover allmodifications, equivalents, and alternatives falling within the spiritand scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth inorder to provide a thorough understanding of the present invention. Itwill be apparent, however, to one of ordinary skill in the art that thepresent invention may be practiced without these specific details. Inother instances, well known components or methods have not beendescribed in detail but rather in a block diagram, or a schematic, inorder to avoid unnecessarily obscuring the present invention. Furtherspecific numeric references such as “first dock,” may be made. However,the specific numeric reference should not be interpreted as a literalsequential order but rather interpreted that the “first dock” isdifferent than a “second dock.” Thus, the specific details set forth aremerely exemplary. The specific details may be varied from and still becontemplated to be within the spirit and scope of the present invention.The term “coupled” is defined as meaning connected either directly tothe component or indirectly to the component through another component.

In general, the present disclosure describes a system and method forautomatically engaging a truck trailer at a loading dock. The systemcomprises a signal system, such as a programmable logic controller (PLC)system, configured to switch the loading dock to a ready-to-engage modewhereby the loading dock is ready to accept an incoming truck trailer.In some embodiments, the system engages automatically when a trailer isproperly parked at the loading dock. At least a first sensor and asecond sensor are configured to measure an alignment of a trailerrelative to a centerline of the loading dock. Further, at least a thirdand fourth sensors and a fourth sensor are configured to measure adistance between the wall of the loading dock and a rearmost portion ofthe incoming trailer and the angle of such. In an embodiment, the first,second, third, and fourth sensors comprise a laser guided vehicle (LGV)system. Outside signal lights operating in response to signals from thefirst sensor and the second sensor provide feedback to a truck driverbacking the incoming trailer toward the dock door. A vehicle restraintsystem engages the trailer in response to signals passed to the PLCsystem from the first sensor, the second sensor, the third sensor, andthe fourth sensor. A dock door opens once the trailer is engaged withthe vehicle restraint system. A dock leveler deploys after the dock dooropens. The dock leveler provides a smooth transition between the trailerand a floor of the loading dock. An inside dock light indicates to dockpersonnel, such as a forklift operator, that the truck is ready to beserviced after the dock leveler deploys. Once servicing of the traileris finished, the forklift operator may initiate releasing the trailerfrom the loading dock by way of PLC communication.

FIG. 1 illustrates an exemplary embodiment of a docking bay 100according to the present disclosure. The docking bay 100 is configuredto receive a truck trailer with the trailer doors opened so as tofacilitates unloading and loading items that are shipped within thetrailer. The docking bay 100 comprises a shelter 102 surrounding anoverhead door 104 which is configured to be rolled upwards and allowentry into the interior of the truck trailer. A dock leveler 108 isconfigured to provide a smooth transition between the trailer and afloor 112 of the loading dock. The docking bay 100 further comprises avehicle restraint system 116 configured to engage the trailer. Asdescribed below, the vehicle restraint system 116 typically is ahydraulic restraining device used to fixate trucks and semi-trailers tothe face of the loading dock.

Above the overhead door 104 is a first sensor pair 120 and a secondsensor pair 124. Supporting each of the first and second sensor pairs120, 124 is a beam 128 fastened above the docking bay 100 by way of amount 132. As best shown in FIG. 2, the beams 128 generally are elongatemembers configured to support the sensors 120, 124 in an extendedposition suitable for detecting an alignment of an approaching trucktrailer, as described herein. As shown in FIG. 1, the first and secondsensor pairs 120, 124 preferably are positioned with a substantiallyequivalent distance from a dock centerline 136 and a substantially equalheight above a top of the shelter 102.

FIG. 1A illustrates a close-up view of the sensor pair 124 with the beam128 removed for the sake of clarity. As with the sensor pair 120, thesensor pair 124 comprises a first sensor 144 and a second sensor 148positioned adjacent to one another such that the sensors 144, 148 have asubstantially equal height above the top of the shelter 102. Preferably,the sensors 144, 148 are oriented vertically so as to detect thepresence of a top of the truck trailer. The sensors 144, 148 may each beadjusted within an angle 152 relative to true vertical so as to accountfor slight variations in alignment that may exist within the beam 128and the mount 132. In the illustrated embodiment, the sensors 144, 148are of the laser guided vehicle (LGV) variety. It is contemplated,however, that various other suitable types of sensor may be utilized forthe sensors 144, 148, such as, by way of example, ultrasonic sensors.

In addition to the first and second sensor pairs 120, 124, a sensor 140and a sensor 142 are located below the floor 112 of the loading dockbehind the vehicle restraint system 116. Although each of the sensors140, 142 comprises one sensor, it is contemplated that in someembodiments the sensors 140, 142 may each comprise more than one sensor,such as, for example, two adjacently disposed sensors. Further, asstated above with respect to the sensors 144, 148, the sensors 140, 142preferably are LGV sensors, although other types of suitable sensors arecontemplated.

On a driver side location of the docking bay 100 is system of indicatorlights configured to assist the truck driver with backing the trucktrailer into the docking bay 100. As described in detail below, outsidesignal lights 156 generally are configured to indicate to the driverwhen to proceed with backing the truck trailer into the docking bay 100and when to stop. Directional arrow lights 160 are configured to helpthe driver to properly orient the trailer with respect to the dockingbay 100. FIG. 5 illustrates a multiplicity of certain parameterspertaining to aligning the truck trailer at the docking bay 100. Theoutside signal lights 156 and the directional arrow lights 160 operatein response to signals from the PLC system based on orientation dataobtained by way of the sensors 120, 124, 140, 142 to ensure that thetruck trailer is properly centered and aligned in the docking bay 100 inaccordance with at least one of the certain parameters illustrated inFIG. 5, including, but not necessarily limited to an angle between thedock and the trailer, an offset between the centerline 136 and thecenterline of the trailer, and a distance between dock wall and therearmost portion of the trailer. Further, as best shown in FIG. 2, aninside signal light 232 indicates the status of the trailer to dockpersonnel, and is particularly useful during times when the overheaddoor 104 is closed.

FIG. 3 illustrates a top view of an exemplary embodiment 300 of sensorsbeing used to align a trailer and trigger an engagement of dockequipment. In the embodiment illustrated in FIG. 3, a first sensor 304and a second sensor 308 are used to measure respective distances 306 and310 the distance between a trailer 312 and a wall 316 of the dock. Aswill be appreciated, knowledge of distances 306, 310, as well as adistance 314 between the sensors 304, 308 facilitates determiningwhether the trailer 312 is aligned with the dock door. A third sensor320 and a fourth sensor 322 measure a distance 318 between dock door andthe rearmost portion of trailer 312, as well as determining whether ornot the trailer doors are open. As will be appreciated, in theembodiment illustrated in FIG. 1, the sensor pairs 120, 124 perform theoperation of the first and second sensors 304, 308, respectively, andthus the sensor pairs 120, 124 ensure that the trailer is properlyaligned at the docking bay 100. Similarly, the sensors 140, 142 performthe operation of the third and fourth sensors 320, 322, illustrated inFIG. 3, ensuring that the trailer is parked with a proper distance fromthe wall 316 of the docking bay. In some embodiments, one or both of thesensors 140, 142 are used to determine whether or not the trailer doorsare open, as well as providing a further determination of the alignmentof the trailer 312.

Preferably, an angle between the truck trailer and the docking bay 100is to be not greater than substantially 1 degree. Further, an offsetbetween the centerline 136 and the centerline of the truck trailer 312preferably is to be not greater than substantially 6 inches. FIGS. 5-6respectively illustrate a multiplicity of certain parameters anddimensions that may be used in the course of operating the docking bay100 in accordance with the present disclosure. As will be appreciated,in other embodiments than illustrated herein, other parameters anddimensions may be utilized to advantageously receive truck trailers intothe docking bays. As such, it should be understood that the docking bay100 of the present disclosure is not to be limited to the certainparameters and dimensions disclosed in FIGS. 5-6, but rather a widevariation of the parameters and dimensions disclosed in FIG. 5-6 may beused in conjunction with the docking bay without deviating beyond thespirit and scope of the present disclosure.

FIG. 2 is an isometric view of an exemplary embodiment of a docking bay200 in accordance with the present disclosure. The docking bay 200 issubstantially similar to the docking bay 100, as well as the operationthereof, with the exception that the docking bay 200 comprises a firstsensor 220 and a second sensor 224 that are positioned on opposite sidesof the shelter 102. As shown in FIG. 2, the sensors 220, 224 areoriented in a horizontal configuration and directed toward one anotherso as to detect the presence of the sides of a truck trailer, such asthe trailer 312. In the embodiment illustrated in FIG. 2, each of thesensors 220, 224 comprises an individual ultrasonic sensor suitable fordetecting the trailer 312. In other embodiments, however, the sensors220, 224 may be comprised of more than one sensor, such as, by way ofexample, two horizontally disposed sensors. Further, it is contemplatedthat the sensors 220, 224 need not be limited to ultrasonic sensors, butrather the sensors 220, 224 may be comprised of any type of sensorsuitable for detecting the presence of the trailer 312, such as LGVsensors, as described in connection with FIG. 1.

As stated above, the docking bays 100, 200 generally comprise aprogrammable logic controller (PLC), or an automated PLC system, whichis configured to process stored instructions. As such, it should beunderstood that the PLC incorporated into each of the docking bays 100,200 processes the stored instructions which causes the docking bays 100,200 to perform operations, discussed herein, so as to guide the trucktrailer 312 into and out of the docking bays. It should be furtherunderstood that the PLC incorporated into each of the docking bays 100,200 is configured to allow for human interaction, such that the dockingbays 100, 200 may be switched into a manual operational mode.

FIG. 4 is a schematic illustrating an exemplary embodiment of a workflowmethod 400 utilizing an automated PLC system coupled with dock equipmentto provide a fully automated docking bay, such as the docking bays 100,200. In the following paragraphs, the workflow method 400 is describedin connection with the docking bay 100 for the sake of brevity. Itshould be understood, however, that the workflow method 400 may beperformed with the docking bay 200, as well as various other embodimentsof automated docking bays, without limitation.

The workflow method 400 begins at a step 404 when a trailer truck, suchas the trailer 312, arrives at a front gate or security post at adistribution center or shipping plant. A driver of the truck preferablyprovides a purchase order number or trip number to a shipping clerk atthe gate. At step 408, the shipping clerk assigns the truck to a dockdoor, such as the docking bay 100. In some embodiments, the shippingclerk may use a signal system to switch the assigned docking bay into aready-to-engage mode. The ready-to-engage mode prepares dock equipmentat the docking bay to receive the incoming truck. It is envisioned thatthe shipping clerk readies the dock equipment by way of a digital signalinitiated at the front gate by way of a button, switch, touch screen, orany other suitable interface. In some embodiments, the shipping clerkmay switch a System Key to an Automatic Mode position, and an AutomaticMode pilot light may switch on to indicate that the system is ready forautomation. In other embodiments, the system engages automatically whenthe trailer 312 is properly parked at the docking bay.

Once the docking bay 100 is ready to accept the incoming truck, theoverhead door 104 is maintained in a closed position, the dock leveler108 is stored and disabled, and the vehicle restraint system 116 isdisengaged and disabled. The outside signal lights 156 flash green toindicate to the truck driver that the docking bay is ready to receivethe trailer 312, while the directional arrow lights 160 remain off. Theinside dock light 232 flashes red to indicate to workers within thewarehouse, such as dock personnel, that the trailer 312 is not yet readyto be serviced.

At a step 412, the sensors 120, 124, 140, 142 monitor the trailer 312 asthe driver backs the trailer toward the assigned docking bay 100. Itwill be appreciated that the driver opens the trailer doors beforebacking the trailer toward the dock door. At a step 416, the sensorsdetermine whether or not the trailer 312 is properly aligned with thedock door. At a step 420, at least one sensor determines whether or notthe trailer doors are open. If a misalignment of the trailer is detectedin step 416, or closed trailer doors are detected at step 420, thedriver is alerted at a step 424.

During backing of the trailer 312 into the docking bay 100, as thetrailer 312 enters a detection zone of the sensor pairs 120, 124, thedirectional arrow lights 160 remain off while the trailer is properlycentered relative to the dock centerline 136. If the trailer is notproperly centered, however, either a passenger side or a driver side ofthe directional arrow lights 160 will illuminate with a steady yellowcolor. If the trailer has an improper offset angle relative to the dockcenterline 136, either the passenger side or the driver side of thedirectional arrow lights 160 will flash yellow. It should be understoodthat when an individual directional arrow light illuminates or flashes,it is communicating to the driver to move the trailer in the directionof the individual directional arrow light.

When the trailer 312 is properly oriented during backing into thedocking bay 100, the directional arrow lights 160 both illuminate withthe steady yellow color. In other embodiments, the driver may be alertedby way of various other signals, such as different colors, flashinglights, audible sounds, horns, beeps, and the like. In anotherembodiment, a first light having one color may be used to indicate amisalignment of the truck, and a second light having a second color maybe used to indicate closed trailer doors. Once alerted at step 424, thedriver generally must attempt to realign the trailer 312 with thedocking bay 100 and ensure that the trailer doors are open.

Once the sensors 120, 124, 140, 142 determine that the trailer 312 iscorrectly aligned and centered within the docking bay 100, and that thetrailer doors are open, at a step 428 the outside signal lights 156switch from green to red to indicate to the driver to stop backing thetrailer 312 into the docking bay. During step 428, the directional arrowlights 160 turn off. The inside dock light 232 switches from red to aflashing green color to indicate to dock personnel that the truck hasbeen signaled to stop backing into the docking bay 100. In someembodiments, an additional interior beacon may be configured to flash soas to gain the attention of dock personnel. In other embodiments,however, the driver and dock personnel may be alerted by way of avariety of other types of signals, such as different colors, flashinglights, audible horns, sounds, beeps, as mentioned above.

Once the outside signal lights 156 switch to red, at step 428, a timeddelay commences, such as a 10-second delay, after which the vehiclerestraint system 116 attempts to engage the trailer 312. The vehiclerestraint system 116 typically is a hydraulic, self-aligning restrainingdevice used to secure trucks and semi-trailers having an intact RearImpact Guard (RIG) to the face of the docking bay 100. It will berecognized by those skilled in the art that the vehicle restraint system116, when engaged, limits vertical motion of the trailer 312 duringloading and/or unloading by securing the RIG by way of a hydraulicallypositioned steel hook, while support cylinders extend under the trailer312 to the limit vertical motion. Further, engaging the trailer 312 withthe vehicle restraint system 116 prevents forward movement of thetrailer and truck which would otherwise create a dangerous gap betweenthe face of the docking bay and the rear of the trailer. In someembodiments, the vehicle restraint system 116 may further operate as anobstruction noticeable to the driver, in the event the driver mistakenlyattempts to pull the truck away from the dock while the trailer 312 isbeing loaded and/or unloaded.

In an event that the vehicle restraint system 116 fails to properlyengage the trailer 312, the automated PLC system switches to an AlarmMode, at which point the outside signal lights 156 and the inside docklight 232 switch to simultaneously flashing red and green to indicatethat a fault has occurred. In some embodiments, an audible alarm maysound inside and outside of the docking bay 100 to bring attention tothe fault. It is contemplated that a supervisor must enter a HornOverride code to silence the audible alarm. Once the Alarm Mode isinitiated, human intervention is required to verify that the trailer 312is suitably secured and determine the cause of the fault. In someembodiments, dispatch office personnel may decide whether to turn awaythe trailer 312 from the docking bay 100 or switch the docking bay to aManual Mode of operation.

Once the vehicle restraint system 116 successfully engages the trailer312, the workflow method 400 advances to a step 432 wherein the overheaddoor 104 automatically opens. In one embodiment, one or more of thesensors 140, 142 are used to verify that the trailer doors are open, andthat the dock leveler 108 is clear of obstruction. When the dock leveleris not clear, the automated PLC system waits until the obstruction isremoved from the dock leveler 108 before proceeding, following a timeddelay, such as a 2-second delay. Once the automated PLC system verifiesthat the overhead door 104 is open, the trailer doors are open, and thedock leveler 108 is clear, the workflow method 400 advances to a step436 wherein the dock leveler 108 automatically raises, extends towardthe rear of the trailer 312, and lowers onto a bed of the trailer 312.It will be recognized that dock levelers generally provide a smoothtransition between the trailer 312 and the floor 112 of the loadingdock, thereby minimizing jolts and jarring to forklift operators anddamage to products and equipment due to “dock shock.”

With the dock leveler 108 deployed in a suitable position, the automatedPLC system returns a “Dock Ready” signal to the dispatch office and theinside dock light 232 is turned off so as to indicate to a forkliftoperator, or other personnel, that the trailer 312 is secured and readyto be serviced by loading and/or unloading. In some embodiments, theinside dock light 232 may be turned green so as to indicate that thetrailer 312 is ready to be serviced. Further, in some embodiments anAutomatic Mode pilot light may be illuminated so as to indicate todispatch personnel that the trailer is being services. It should beunderstood, however, that any automation fault will halt the workflowmethod 400 and cause the Automatic Mode pilot light to be turned off, atwhich point human intervention will be required to determine the natureof the fault.

Once loading and/or unloading the trailer 312 is finished, at a step 440the forklift operator indicates that the trailer 312 is ready to bereleased from the dock. In an embodiment, the forklift operator mayindicate that the truck is ready to leave the docking bay simply by PLCcommunication. For example, the forklift operator may use a button orswitch to initiate a “Remote Disengage Request” that is received by theautomated PLC system, or is sent to the dispatch office foracknowledgement. Once the “Remote Disengage Request” is accepted, theworkflow method 400 advances to a step 444. At the step 444, the insidedock light 232 begins flashing red while the automation PLC systemverifies that the dock leveler 108 is clear of obstruction beforereturning the dock leveler to a folded position, illustrated in FIGS.1-2. In some embodiments, an interior beacon may flash red for 15seconds to indicate to dock personnel that withdrawal of the dockleveler 108 has begun. After the lock leveler 108 successfully returnsto the folded position, the overhead door 104 is closed at a step 448.At a step 452, the vehicle restraint system 116 disengages from thetrailer 312 and then the outside signal lights 156 switch from red togreen to indicate to the driver that the trailer 312 is finished beingserviced. Simultaneously, the docking bay 100 shows as available todispatch personnel, or to a shipping clerk at the front gate. The truckdriver may pull the trailer 312 away from the docking bay 100, close thetrailer doors, and then proceed to the front gate to check out with theshipping clerk.

It should be understood that in the event of a fault, the automated PLCsystem may be switched to a Manual Mode of operation, as mentionedabove. In the Manual Mode, dock personnel may operate the equipment atthe docking bay 100 by using various switches, keys, controls, orbuttons. For example, once the trailer 312 is properly parked at thedocking bay 100, a dock operator may press a Lock button to activate thevehicle restraint system 116 to secure the trailer. If the vehiclerestraint system 116 fails to properly engage the trailer, the AlarmMode is initiated, as described above. Once the trailer is properlysecured, the operator may press a Door Open button to raise the overheaddoor 104 and enable the dock leveler 108. After the operator verifiesthat the overhead door 104 is open, the trailer doors are open, and thedock leveler 108 is clear of obstruction, the operator may press aLeveler Raise button to extend the dock leveler 108 toward the rear ofthe trailer 312. After the dock leveler 108 lowers onto the bed of thetrailer 312, a “Dock Ready” signal may be returned by the automated PLCsystem. The trailer 312 may then be serviced by loading and/or unloadingcontents therein.

Once the forklift operator indicates that the trailer 312 is ready to bereleased from the dock, the operator may again press the Leveler Raisebutton to raise and retract the dock leveler 108. Once the dock leveler108 withdraws into the folded position, the operator may press a DoorClose button to lower and close the overhead door 104. After theoverhead door 104 closes, the operator may press an Unlock button todisengage the vehicle restraint system 116 from the trailer 312. In someembodiments, the inside dock light 232 may begin flashing red, and theoutside signal lights 156 may switch to flashing green to indicate tothe driver that the trailer 312 may depart from the docking bay 100.

While the invention has been described in terms of particular variationsand illustrative figures, those of ordinary skill in the art willrecognize that the invention is not limited to the variations or figuresdescribed. In addition, where methods and steps described above indicatecertain events occurring in certain order, those of ordinary skill inthe art will recognize that the ordering of certain steps may bemodified and that such modifications are in accordance with thevariations of the invention. Additionally, certain of the steps may beperformed concurrently in a parallel process when possible, as well asperformed sequentially as described above. To the extent there arevariations of the invention, which are within the spirit of thedisclosure or equivalent to the inventions found in the claims, it isthe intent that this patent will cover those variations as well.Therefore, the present disclosure is to be understood as not limited bythe specific embodiments described herein, but only by scope of theappended claims.

What is claimed is:
 1. A system for servicing a truck trailer at adocking bay, comprising: a programmable logic controller (PLC) systemconfigured to operate the docking bay to accept, secure, and release thetruck trailer; at least a first sensor and a second sensor to detect anangle between a centerline of the docking bay and the truck trailerduring backing into the docking bay; at least a third and fourth sensorsto detect a distance between a wall of the docking bay and a rearmostportion of the truck trailer; an outside lighting system incommunication with the PLC system and configured to provide feedback toa truck driver during backing the truck trailer into the docking bay,the lighting system configured to operate in response to signals fromthe first, second, third, and fourth sensors; a vehicle restraint systemin communication with the PLC system and configured to fixate the trucktrailer within the docking bay; an overhead door in communication withthe PLC system and configured to open once the trailer is fixated by thevehicle restraint system; a dock leveler in communication with the PLCsystem and configured to deploy after the overhead door opens; and aninside dock light in communication with the PLC system and configured toindicate a status of the truck trailer to dock personnel.
 2. The systemof claim 1, wherein the first sensor and the second sensor arepositioned with a substantially equivalent distance from a dockcenterline and a substantially equal height above the top of a dockshelter.
 3. The system of claim 2, wherein each of the first sensor andthe second sensor comprises two sensors positioned adjacent to oneanother, such that the sensors have a substantially equal height abovethe top of the shelter, the two sensors being oriented vertically so asto detect the presence of a top of the truck trailer.
 4. The system ofclaim 3, wherein the two sensors are laser guided vehicle (LGV) sensors.5. The system of claim 1, wherein the third and fourth sensors furthercomprise a first sensor and a second sensor located below the floor ofthe docking bay.
 6. The system of claim 5, wherein the first and secondsensors are LGV sensors.
 7. The system of claim 5, wherein the vehiclerestraint system engages the truck trailer following a time delay afterthe truck trailer is sufficiently positioned within the docking bay. 8.The system of claim 7, wherein once the vehicle restraint system engagesthe truck trailer, the overhead door is opened and the dock leveler isdeployed.
 9. The system of claim 7, wherein the PLC system is configuredto switch to an Alarm Mode and flash the outside signal lights and theinside dock light red and green simultaneously to indicate a fault whenthe vehicle restraint system fails to properly engage the truck trailer.10. The system of claim 1, wherein the outside lighting system comprisesoutside signal lights configured to indicate to the driver when to movethe truck trailer during backing into and exiting the docking bay. 11.The system of claim 10, wherein the outside signal lights flash green toindicate to the truck driver that the docking bay is ready to receivethe truck trailer, and wherein the inside dock light flashes red toindicate to dock personnel that the trailer is not yet ready forservicing.
 12. The system of claim 11, wherein the outside signal lightsswitch from greed to red to indicate to the truck driver to stop backingthe trailer into the docking bay once the truck trailer is sufficientlyaligned and centered within the docking bay.
 13. The system of claim 1,wherein the outside lighting system comprises directional arrow lightsconfigured to help the driver to properly orient the truck trailer withrespect to the centerline of the docking bay, and wherein a passengerside and a driver side of the directional arrow lights communicate tothe driver directions to steer the trailer.
 14. The system of claim 13,wherein the directional arrow lights remain off while the truck traileris properly aligned with the centerline.
 15. The system of claim 14,wherein either the passenger side or the driver side of the directionalarrow lights illuminate with a steady yellow color when the trailer isnot properly aligned with the centerline.
 16. The system of claim 14,wherein either the passenger side or driver side of the directionalarrow lights flash yellow when the trailer has an improper offset anglerelative to the centerline of the docking bay.
 17. A method forproviding an automated docking bay, comprising: positioning one or moresensors to detect an orientation of a truck trailer and the docking bay;deploying at least a first sensor and a second sensor so as to detect atleast one angle of an alignment of the truck trailer relative to acenterline of the docking bay; deploying at least one sensor to detect adistance between a wall of the docking bay and a rearmost portion of thetruck trailer; coupling a programmable logic controller (PLC) systemwith the one or more sensors; configuring the PLC system to signal atruck driver in response to orientation data received from the one ormore sensors; placing the PLC system in communication with a vehiclerestraint system, such that the PLC system causes the vehicle restraintsystem to engage and fixate the truck trailer in response to theorientation data; configuring the PLC system to raise an overhead doorand deploy a dock leveler once the vehicle restraint system fixates thetruck trailer; and configuring the PLC system to indicate a status ofthe truck trailer to dock personnel.
 18. The method of claim 17, whereinconfiguring the PLC system to signal the truck driver comprisesimplementing outside signal lights whereby the PLC system may direct thedriver during backing into and exiting the docking bay.
 19. The methodof claim 17, wherein configuring the PLC system to deploy the dockleveler comprises receiving signals from at least one of the one or moresensors so as to determine that the dock leveler is clear of obstructionbefore deployment thereof.